Car refrigeration assembly with internal combustion motor



H. W. KLEIST May 7, 1957 CAR REFRIGERATION ASSEMBLY WITH, INTERNAL COMBUSTION MOTOR 4 Sheets-Sheet 1 Filed May 24, 1954 ATTOR N EYS y 7, 1957 H. w. KLEIST 2,791,098

CAR REFRIGERATION ASSEMBLY WITH INTERNAL COMBUSTION MOTOR Filed May 24. 1954 4 Sheets-Sheet 2 N ll [1 [NH] [10111] [I l] [I [I [1 [NH] Hill] M U l] l INVENTOR. 159777747? Wflezsz BY L ParZvr 6 07??? ATTORNEYS H. w. KLEIST May 7, 1957 ,CAR REFRIGERATION ASSEMBLY WITH INTERNAL COMBUSTION MOTOR 4 Sheets-Sheet 3 Filed May 24. 1954 IN VEN TOR. 4

ATTORNEYS y 7, 1957 H. w. KLEIST 2,791,098

CAR REFRIGERATION ASSEMBLY WITH INTERNAL COMBUSTION MOTOR Filed May 24. 1954 4 Sheets-Sheet 4 :3 In 11 N 00011000000000 g nunnunnununuu BY Far/re?" A? (Q/Y'Zer ATTORNEYS CAR REFRIGERATION ASSEMBLY WITH INTERNAL COMBUSTION MOTOR Herman W. Kleist, Hollywood, 11]., assignor to Dole Refrigerating Company, Chicago, Ill., a corporation of Illinois 1 Application May 2 4,"1954;'Serial No. 431,745

7 Claims. (Cl. 62-3) My invention relates to an improvement in refrigerated vehicles, and has for one purpose to provide an improved refrigeration car for railroad use.

Another purpose is to provide means for refrigerating insulated vehicles, including the like. 1

Another purpose is to provide an improved refrigerating system or car in which a power means, such as a diesel engine, may be operated constantly, or snbstantially constantly, other means being'provided, if lneces saiyfor varying, modulating, or controlling the refriger ating action. I I

Another purpose is to provide a refrigerated car or vehicle in which one or more refrigeration plates are em ployed as the means for abstracting-heat from the space refrigerated. r v

Another purpose is to provideimproved controlmeans for independently controlling the temperature of a plurality of plates or groups of plates subjected to the air of a space to be cooled.

Another purpose is to provide an improved system in which dry plates, or plates without eutectic, may be employed; although eutectic plates may also be used, if desired. 1

Another purpose is'to provide an improved refrigerated'ca'r in which a'pl-urality of plates, or groups of plates, are'independently andindividually controlled during-the continuing operation of a power source orengine, -such 1 illustrate my invention more orless diagrammatically in the accompanying"drawingswherein: I

Figure 1. is a perspective view of'a refrigerated ear with parts broken away;

Figure 2 is a diagrammatic'circuit drawing; v Figure 3 is a longitudinal vertical section through a car generally like the one shown in Figure 1; Q

Figure 4 is a plan view of a typical plate with parts brokenaway;

Figure 5 is a transverse sectionthrougli atypical plate;

plate; p

Figure, 7-is a cycle diagram of "the general type of that-of Figure 2, with some changes indicated in "the sy's'f tem; and FigureWSisa detail.

; f9. l. l g m the drawings, A generally indicates a vehi cle to be refrigenated, inthis instanceia. 'freightcar, hav-" inlg insulated side walls 2, end walls 3, a top wall.4,.,and

a bottom wall; 5. Any suitable, preferably insulated. doors railroad cars',-' trucks "and .Figure 6 is a transverse section through another typical Un it-ed s Pfl 1fl5 2 G-may' be' employed. I find it advantageous to provide a work chamber or housing B, shown within the freight car land separated from the rest of the interior of the car by-a suitably insulated wall 7. It will be understood that this cliamber may-be placed at any suitable point. In Figure 1,; it is shown on the bottom of the car adjacent one end,*whereas, in Figure S, itis shown in an upper portion of an end of theca-r. The details of such a chamberdo not, of themselvesgform part of the present invention, but any suitable access door may be employed, and any suitable louvres 9 may be provided to permit ventilation and cooling of the chamber B.

In Figures 1 and 3, I illustrate a plurality of cooling plates C. In these two figures theplates are shown as suspended from the ceiling, but it will be understood, of course, that the number,-arrangement, and location of platesr'nay be widely varied, and they may be positioned along the sides and ends as well as onthe top of the refrigerated space. Figure 3 showsthree plates. Figure 1 shows eight plates arranged in two groups of four plates each,'each"group with its individual control, as will later bedescribedp Thus, it'will be realized that a Wide variety of plate arrangements and plate locations is possible with the use of my invention. I may find it advantageous to space the platesfrom the wall or ceiling to which they ar'e'secured. I

Referring more specifically to Figure 2, which indicates the arrangement of the car of Figure 1, 10 indicates a base which'may be removably located within the work compartment B. It may surround or include a suitable receiver. on itI illustrate a diesel engine 11, the details of which do not, ofthemselves, form part of the present invention, but which is adapted and arranged for generally continuous operation. The diesel is shown as having a-drive pulley-12 about which passes a belt 13. 14 indicates a suitable compressor having an external pulley 14a about which the belt 13 passes. It will be understoodthat', iii response to the actuation of the diesel 11, the rotor of thefcompressor 14 is driven. Breferably, the diesel 11 is continuously operating, and, consequently, the compressor 14 is, under normal circumstances, continuously driven. 15 indicates a delivery pipe from the high side of the compressor to a suitable'condenser 16. 17 is a suction or return pipe from the below describedevaporators or plates. 18 is a delivery or high pressure pipe along which condensed volatile refrigerant is delivered from the condenser and receiver to the below described evaporators. In orderto permit bodily removal of the compressor-condenserunit and the engine fromthe car, I illustrate, diagrammatically, any suitable valves 17a'and18a in the pipes 17 and 18, respectively.

In the system as shown in Figure 2, I show a plurality of. evaporator plates 20, each plate having a delivery pipe 20b and a return pipe 200. In the system as shown in Figure 2, I "illustrate apressure reduction valve 21 for each'group of four plates. Each such pressure reduction valve 21 is connected to receive a liquid high pressure reof the'present invention, they are not herein indicated.

frigerant through the pipe 18 from the high side of the compressor-condenser unit Each such pressure reduc tion' valve, therefore, is positioned and connected to de liver the refrigerant for evaporation in the coils of the fourplates 20 of its particular group. It will be seen, in- Figure '2, that the return pipes 20a of all of the plates 20 are connected to the suction or return pipe 17 which is connected'to the low or suction side of the compressor 14; I find it, under some circumstances, advantageous to provide a temperature responsive control for each of the'pressure reduction valves 21. 1 illustrate, for ex -ample,"bulbs 22 suitably connected to each pressure re duction valve 21 by ducts 23. Since the details of the pressure reduction valves do not, of themselves, form part Phtent e d May 7,

It will be understood, however, that, as shown in Figure 2, each of the groups of plates or evaporators 20 is supplied by one of the pressure reduction valves 21, and that each such pressure reduction valve 21 is controlled responsive to the temperature of the return pipe 17 at a point below or beyond, but, preferably, close to the return pipe of the evaporated refrigerant discharged from the plates of the particular group involved. While I find it convenient, under some circumstances, to employ groups of plates with pressure reduction means individual to each group, I may also, as shown in Figure 7, employ individual pressure reduction valves for each plate involved.

I illustrate, in Figure 8, a heat exchanger for exchanging heat between the compression side and the suction side of the compressor. It will be seen, in Figure 8, that the liquid supply pipe 18 delivers the liquid refrigerant through a coil 18b in a housing or shell 18c, to the evaporators. The return pipe 17 from the evaporators delivers the evaporated refrigerant to and through the housing 180 and about the coil 18b, to the, suction side of the compressor. Figures 2 and 7 may be read as including such a heat exchanger.

Referring to Figure 7, 1 illustrate four evaporators or plates 25, each with its inlet pipe 25a and its outlet pipe 251). An individual pressure reduction valve 26 is illustrated as connected to each of the plates 25. Each of such valves receives the liquid refrigerant under pressure along the supply pipe 27. Each of the plates 25 returns its evaporated refrigerant through its outlet pipe 25!) to the return pipe or suction pipe 28.

It will be understood, of course, that each of the plates 28 or 25 is provided with appropriately proportioned coils or passages in circuit with the inlet and outlet pipes, in which coils the volatile refrigerant is evaporated. Whereas a wide variety of plates may be employed, I below discuss some of the practical plate types which may be used.

In the systems both of Figure 2 and Figure 7 I may provide for a normally continuous diesel engine operation. This results in a normally continuous compressor operation. I may provide, with this continuous operation, adequate means for controlling the delivery of the liquid volatile refrigerant to the plates for evaporation, and provide adequate control means for maintaining the temperature of the refrigerated space within a predetermined range.

Considering, first, the diagram of Figure 2, it will be observed that control of the temperature of the individual groups of plates is provided by the use of the temperaturesensitive members 22 to control the supply of refrigerant through the pressure reduction valve 21. Thus, as the temperature of the returned refrigerant drops, the bulb 22, subjected to the temperature of the return pipe 17, reduces the ilcw of refrigerant to the inlet pipes 20b of the plates of the group controlled by that particular pressure reduction valve. Similarly, in Figure 7, the delivery of refrigerant to each individual plate is controlled, in response to the temperature of the discharge or outlet pipe of that plate, through a corresponding bulb 26a, suitably connected to the corresponding pressure reduction valve 26.

In both systems I illustrate, diagrammatically, a valve 30, which may be a solenoid valve, and which may be operated. in response to a suitable thermostat 31, suitably located within the space to be refrigerated. Under some 'rcumstances, it may be omitted. In thesystem of Figure 2, 1 illustrate, at 40, a suction pressure regulator or hold-back valve which is located in the suction or return pipe 17 on the suction side of the evaporator. This suction control valve operates to keep low the inlet pressure to the compressor, and results in a quick acting system. A constant pressure expansion valve, or any other suitable equivalent, may be used.

In Figure 7, I illustrate an arrangement in which a constant pressure automatic expansion valve 50 is connected,

in the pipe 51, to by-pass the compressor 14. It should be kept in mind that there is always relatively high pressure on the condenser or high side of the compressor. Where conditions demand it, said constant pressure expansion valve 50, or its equivalent, will release the pressure from the high side to the low side in the compressor, through the pipe 51. With this arrangement, the compressor can run continuously and indefinitely, and can be constantly driven by the continuously operating diesel en gine.

In considering Figures 2 and 7, it should be understood that either system will work With groups of plates, as shown in Figure 2, or with individual plates, as shown in Figure 7. It will also be understood that the back pressure valve 40, or its equivalent, may be used in a system in which single plates are employed, and a constant pressure automatic expansion valve 50 may be used in a system in which groups of plates, for example, such as are shown in Figure 2, are employed. If desired, both may be employed.

Under some circumstances, it is advantageous, in reirigerating cars, trucks, and the like, to employ so-called truck plates in which a volatile refrigerant is evaporated,

in association with a body of eutectic. In Figure 4, I illustrate, more or less diagrammatically, a plate which may be employed with or without an eutectic. Referring to Figure 4, it will be understood that generally parallel side walls 60 are formed to be connected about their edges in gas-tight relationship. One of the walls may include a circumferential flange, such as is shown at 61. Whatever the form of the walls, they surround a space which is isolated from the ambient air by a gas-tight enclosure. Within the plate is any suitable coil 62 having an external inlet 62a and an external outlet 62b. The space about the coil may be partially filled by any suitable eutectic. Any suitable closure 63 may be employed, through which the eutectic is admitted. I may also find it advantageous to partially evacuate the air from the interior of the plate, in such fashion that the walls 60 are urged together about and against the coil 62 or against any suitable spacing means.

While, under some circumstances, it may be advantageous to employ an eutectic, I may employ plates of what I call the dry type, which are without eutectic. In Figure 5, I illustrate a simple stamped plate having parallel side walls 70, 71 connected in gas-tight relation, as at 72. An intermediate wall 73 may be stamped to provide coil portions 74 which are suitably connected with inlet and outlet ducts corresponding to 62a and 62b of Figure 4. 75 indicates a valve through which air may be partially evacuated, whereby the atmospheric pressure is, of itself, sufficient to force the three plate snugly together, in the position in which they are shown in Figure 5.

Figure 6 illustrates another form of plate which can be employed with or without eutectic. The side walls 80, 81 are sealed together, as at 82. The coil is illustrated in the form of a rectangular bent tube 83. 84 indicates a fitting through which air may be drawn from the interior of the plate. When this is done, the excess atmospheric air pressure forces the plates and 81 snugly against opposed, parallel, abutting faces of the rectangular tubes 93, and maintains an advantageous conductivity. If it is desired to use such a plate with an eutectic, the eutectic may be supplied through any suitable valving means, indicated at 85.

It will be understood that, these plates are to be taken primarily as illustrative, and what while I may employ dry plates, or plates without eutectic, my system works well with eutectic plates. Eutectic plates can be used, when desired, to provide a hold-over which may be im portant in the event of a failure or unintended stoppage of the diesel engine 11, or of whatever power means is employed to maintain the desired actuation of the compressor 14.

It will be realized that, whereas, I have described and shown a. practical and operative device, nevertheless, many changes may be made in size, shape," number and disposition of parts. It will be understood that I may employ dry plates or eutectic plates, of a wide variety of design, shape and location. It will also be understood that, whereas, I prefer to employ a diesel engine, other power means may be employed. It will be understood that, whereas, I may maintain a constant operation of the motor and of the compressor, I may, under some circumstances, prefer to provide means for interrupting the operation of the motor or for interrupting the operation of the compressor during the continuance of operation of the mot-or. I

The use and operation of the invention are as follows: I provide a refrigerated car structure which is advantageous both for short runs and for long runs. My refrigerating equipment may be applied as part of a new car, or it is equally applicable as conversion equipment for old cars. In the event of employing it as conversion equipment, it is necessary merelyto provide a suitable compartment, such as is shown in Figure l or Flgure 6,

separated by an insulated partition from the space to be refrigerated. Whether the compartment is inside of the car, as shown in Figures 1 and 6, or is constructed outside of the car or beyond the end of the car, is immaterial. As a matter of convenience, I prefer to provide an internal compartment, as shown.

The plates which I prefer to employ, whether with eutectic or without, are suitably mounted in the space to be refrigerated. Under some circumstances, they'may all be mounted on the ceiling, as shown in Figures 1 and 6, or they may be mounted elsewhere in the car. I find it preferable, under many circumstances,-to space the plates- .somewhat from the inner surface of the car, and, therefore to permit circulation of air between the car wall and theplates.

It is, in general, advantageous to have the power plant and the compressor-condenser assembly unitarily removable from the ear. In that event, I provide suitable means for disconnecting the liquid supply pipe and the return pipe from the compressor-condenser unit. Similarly, any wiring connecting the interior of the refrigerated space with the power plant, or any controls located in the work chamber, may be provided with suitable removiableor disconnectable contacts or connections.

I find it advantageous to employ plates having rectangular, internal tubing, as shown in Figure 6. This is a matter of choice, since other plates may be employed, for example as shown in Figures 4 and 5.

One characteristic application of my invention is shown in Figure 2, in which a plurality of plates are arranged in groups, each group having a common pressure reduction valve 21. Another form, shown in Figure 7, illustrates individual pressure reduction valves for each of a plurality of plates. In both systems, I may find it advantageous to provide a thermostatically operated valve 30, which, for example, may be a solenoid valve, in the liquid pipe between the condenser and the pressure reduction valve or valves. I likewise may find it advantageous to employ, in both systems, :a back pressure valve, or a constant pressure valve, as shown, for example, at 40 in Figures 2 and 7, in the return pipe to the suction side of the compressor 14.

I illustrate my system as including a diesel engine 11 which may be constantly, or generally constantly, driven, and which, thereby, constantly, or generally constantly, drives the compressor 14. Where intermittent operation is preferred, the diesel may be provided with suitable starting and stopping controls. Or a clutch may be interposed between the diesel and the compressor.

To summarize the flexibility of my system, as shown in the two diagrammatic showings of Figure 2 and Figure 7, I provide a system in which a volatile refrigerant, in liquid state and under pressure, is delivered to individual p t or to s oupso ev p r t ill s ws in.

both diagrams, a thermostat 31 responsive to the temperature within the storage space which may be employed to shut'ofi a suitable valve 30 in the liquid supply linein response to a predetermined decrease in temperature in the storage space. When the valve 30 is closed, or if the valve 30 is omitted, I control the operation of the evaporators by suitable pressure reduction valves 21 in Figure 2, or 26 in Figure 7. These valves are controlled, for example, by temperature-sensitive bulbs 22 or 260,, located in heat exchange relation with the suction or return pipes from the evaporators or groups of evaporators. In both diagrams I illustrate diagrammatically a suitable suction pressure regulator 40 which may be used to control or reduce the low-side pressure of the compressor. I may also employ, as shown at 50 in Figure 7, any suitable constant pressure means, such as'a constant pressure expansionvalve, which connects the compressor discharge with the low-side or suction side of the compressor. It will be understood that I may employeither a suitable; suction pressure regulator or a suitable constant pressure;

valve, or both of them. It will be understood that, as in Figure 7, both may be included in the system, together with suitable valving and piping, topermit their use to- I getheror alternatively.

I claim: 1 1. In a system of vehicle refrigeration, insulating walls surrounding and defining a space to be refrigerated, a, motor, a compressor, means for driving the compressor. from the motor, a condenser connected to the pressure. side of the compressor, a liquid refrigerant supply duct 1 extending from the condenser, a plurality of evaporators in heat exchange relation with the interior of the storage;

space connected to receive refrigerant from said supply duct, additional heat responsiyermeans for controlling the flow of refrigerant through said evaporators, a plurality of pressure reduction vvalves positioned and adapted to control the flow of refrigerant through said evaporators in response to the change of temperature of the refrigerant flowing from said evaporators toward the compressor, there being individual pressure reduction valves for each evaporator, and return duct connections between said evaporators and the low side of the compressor.

2. In a system of vehicle refrigeration, insulating walls surrounding and defining a space to be refrigerated, a motor, a compressor, means for driving the compressor from the motor, a condenser connected to the pressure side of the compressor, a liquid refrigerant supply duct extending from the condenser, a plurality of evaporators in heat exchange relation with the interior of the storage space connected to receive refrigerant from said supply duct, additional heat responsive means for controlling the flow of refrigerant through said evaporators, a plurality of pressure reduction valves positioned and adapted to control the flow of refrigerant through said evaporators in response to the change of temperature of the refrigerant flowing from said evaporators toward the compressor, there being individual pressure reduction valves for each evaporator, with means responsive to the temperature of the refrigerant flowing from the particular evaporator with which each such reduction valve is associated, and return duct connections between said evaporators and the low side of the compressor.

3. In a system of vehicle refrigeration, insulating walls surrounding and defining a space to be refrigerated, a motor, a compressor, means for driving the compressor from the motor, a condenser connected to the pressure side of the compressor, a liquid refrigerant supply duct extending from the condenser, a plurality of evaporators in heat exchange relation with the interior of the storage space connected to receive refrigerant from said supply duct, additional heat responsive means for controlling the fiow of refrigerant through said evaporators, the evaporators being arranged in a plurality of groups with a partial reduction valve individual to each group and 7, responsive to the return flow of refrigerant from each such group, and return duct connections between said evaporators, and the low side of the compressor.

4. In a system of vehicle refrigeration, insulating walls surrounding and defining a space to be refrigerated, a motor, a compressor, means for driving the compressor from the motor, a condenser connected to the pressure side of the compressor, a liquid refrigerant supply'duct extending from the condenser, thermally responsive means for controlling the flow of liquid refrigerant through said supply duct in response to temperature conditions within the storage space, a plurality of evaporators in heat exchange relation with the interior of the storage space connected to receive refrigerant from said supply duct, additional heat responsive means for controlling the flow of refrigerant through said evapo rators, and a plurality of pressure reduction valves positioned andadapted to control the How of refrigerant through said evaporators in response to the change of temperature of the refrigerant flowing from said evaporotors toward the compressor, there being individual pressure reduction valves for each evaporator, and return duct connections between said evaporators and the low side of the compressor.

5. In a system of vehicle refrigeration, insulating walls surrounding and defining a space to be refrigerated, a diesel motor adapted for norm-ally continuous opera tion, a compressor, means for driving the compressor normally constantly from the motor, a condenser connected to the pressure side of the compressor, a liquid refrigerant supply duct extending from the condenser, a plurality of evaporators in heat exchange relation with the interior of the storage space connected to receive refrigerant from said supply duct, a plurality of heat responsive means for controlling the flow of refrigerant through said evaporators, such heat responsive means being individually associated each with part of the said evaporators, return duct connections between said evaporators and the low side of the compressor, a connection between the evaporator outlet and the low side of the compressor, and pressure reduction means positioned in said outlet and adapted to reduce the low side pressure of the compressor.

6. ,In a system of vehicle refrigeration, insulating walls surrounding and defining a space to be refrigerated, a diesel motor adapted for normally continuous opera tion, a compressor, means for driving the compressor normally constantly from the motor, a condenser eon nectedto the pressure side of the compressor, a liquid refrigerant supply duct extending. from the condenser, thermally responsive means for controlling the flow of liquid refrigerant through said supply duct in response to temperature conditions within the storage space, a plurality of evaporators in heat exchange relation with the :-interior of the storage space connected to receive rcfrigerant from said supply duct, a plurality of additional heat responsive means for controlling the flow of refrigerant through said evaporators, such additional heat responsive means being individually associated each with part of the said evaporators, return duct connections be tween said evaporators and the low side of the compressor, a connection between the evaporator outlet and the low side of the compressor, and pressure reduction means positioned in said outlet and adapted to reduce the low side pressure of the compressor.

7. The structure of claim 6, characterized in that the pressure reduction means is constituted by a suction pressure regulator.

References Cited in the file of this patent UNlTED STATES PATENTS 1,858,517 Marshall May 17, 1932 2,046,894 Candor July 7, 1936 2,097,539 Tomlinson Nov. 2, 1937 2,155,516 Tull et a l. Apr. 25, 1939 2,245,454 Baker June 10, 1941 2,288,166 Kucher June 30, 1942 2,311,622 Alexander et al. Feb. 23, 1943 2,353,804 Baker et al. July 18, 1944 2,534,273 Kleist Dec. 19, 1950 

